Internal combustion engine



Feh 9, 193%, A. N. MALLER INTERNAL COMBUSTION ENGINE Filed Feb. '7, 1925 gwuzwfom Ma [16w Patented Feb. 9, 1932 UNITED STATES ALOYS N. MALLER, OF OELWEIN, IOWA INTERNAL COMBUSTION ENGINE Application filed February 7, 1925.

This invention relates to an internal combustion engine and the improvement applies particularly to such an engine as is used in connection with electric light plants as used on farms or otherwise. The invention is adapted for application wherever capable of use.

An object of my improvements is to provide means for evacuating deleterious gases 10 from the engine crankcase and into the outer atmosphere without a room or building in which the engine is located, so that such gases will not escape into the room.

The additional object and advantages will become apparent from a consideration of the description following, taken in connection with accompanying drawings illustrating an operative embodiment.

In said drawings in Figure l is a view in vertical section through an engine illustrating my improvement, and

Figure 2 is a view taken on the line 2-2 of Figure 1.

Figures 3, 4 and 5 are diagrammatic views showing the several important relations of the gas passage valve in the cam shaft relative to the related positions oi? the crank.

Referring specifically to the drawings, an

internal combustion engine of the type used in connection with farm lighting or isolated plants shown at Figure 1, involving a con ventional casting 10 known as the crank case of the engine, in which one or more cranks I operate through the internal combustion principle with any suitable fuel supply, igniting and exhausting means. The crankshaft is shown at 13 as having usual connection with a pitman let, in turn connected to a wrist pin in the piston 12. The tappet or valve chamber oi the engine is shown at 15 to house the inlet and exhaust valves which are adapted to be operated by cams 17 on camshaft 16. This shaft 16 is journaled in suitable hearings mounted in casting 10 and operated in the usual manner.

To carry out my invention, that part of the camshaft which extends into the bearing sleeve 19 is enlarged as at- 18, to give ample room for a port 2i through it, and is jour- Serial No. 7,681.

naled in an enlarged bearing'19 mounted in casting 10. At diametrically opposite points, ports 20 are provided in the bearing 19 so designed that they will aline at times with the port 21 in the camshaft. Means of communication 22 opens at one end into one of the ports 20 and at the other end into the interior of the crank case. From the other port 20 a conduit 24 extends passing through the casting 10 and a room wall 26 and preferably terminates exteriorly oi the building in which the engine is operating.

As a result of the construction described, an open passage is provided from the interior of the crank case through the conduit 25, chamber 15, conduit 22, bearing ports 20, port in camshaft 21, and conduit 24 to the atmosphere, twice every revolution of the camshaft, and as the camshaft is driven one half of the crank shaft speed, this passage is open once every revolution of the crankshaft, and the port 21 is to be timed so that it will be alined with ports 20, to open the passage while the engine piston 12 is half way on its downward stroke. As the engine piston 12 takes its upward stroke the camshaft will have turned so that ports 20 and port 21 will not be in line and passage way will be closed and a partial vacuum will be created in the crankcase.

The advantage of locating the valve struc ture in the cam shaft and the bearing is in securing regularity in the functioning of the valve as required according to the speed of the engine; to provide an open passage from the interior of the crank-case to the atmosphere during the downward stroke of the piston, said passage being closed during the upward stroke of the piston, without increasing the number of parts required for the en gine as is the case with valves now used, thus cheapening the manufacture without increasing the wearing parts of the engine, and with more quiet operation. This valve means is wholly within the crank-case, except the outer 5 termination of the exhaust-pipe 24 to the atmosphere.

It is to be understood that the cam shaft aperture starts to open into communication with the pipe 22 by way of one bearing sleeve lot aperture when the piston 12 starts upon its downward stroke and is not fully open until the piston is half way down as shown in Fig. 1, thereafter the cam shaft aperture is closing but is not entirely closed until the piston has reached the bottom of its stroke. The piston when on its downward stroke creates an air compression within the crankcase, as the latter is closed around the inclosed movingelements, which propels the contaminated air through the passages of saidelements 15, 22, 19, 18 and 24 to the atmosphere without the building 26.

Various changes may be resorted to providing they fall within the spirit and scope of the invention.

'- What is claimed is V 1. In an engine of the class described having. a cylinder with ports and cam actuated valves therefor, a reciprocatory piston, a crank shaft, and a pitman connecting the piston and crank shaft, a cam shaft, a crank case surrounding said shafts and opening into one end of the engine cylinder containing 1 said piston, said cam shaft having a transverseport, a fixed bearing sleeve surrounding the part of said cam shaft having said port and having opposite ports registering with the cam shaft port at times, one port being in communication with the crankcase, operative connections between the crank shaft and cam shaft, andi-a conduit leading from one bearing port through the wall of the crank case. r V

2. In an engine of the class described, a cylinder having ports, valves therefor, a piston in said cylinder, a crank-shaft, a pitman connecting the piston and crank shaft, a camshaft, intermeshed. gears on said shafts, cams on said cam shaft for actuating said valves, a

crank-case surrounding said shafts and communicating with said cylinder, a chamber above said crank case having a port in its bottom and communicating with the top of the crank case, said cam shaft having below said chamber a transverse passage, a fixed bearing sleeve around said cameshaft and its said passage and having opposite ports communicating at times with the adjacent ends of said passage, a conduit in communication between one bearing port and the exterior ofthe crank case, and an open end pipe'communicating within the crank case at its lower end with the other bearing port and having its. upper end in communication with the bottom of the said chamber. 7

3. In an engine of the class described, a crank case having communication with the engine cylinder, a crank-shaft in said crank case having operative connections with the piston insaid cylinder, said cylinder having ports and valves therefor, a cam shaft in said crank case, operative connections between the crank shaft and cam shaft, a sleeve bearing part of the inner wall of the crank case to case and also the exterior of the room in which the crank case is housed.

In testimony whereof I afiix my signature.

ALOYS N. MALLER. 

